Switch-control apparatus



June 10, 1930. A. G. SHAVER v 1,763,011

SWITCH CONTROL APPARATUS Filed July 19, 1926 INVENTOR. Archibald G. Shaver A TTORNE Y.

ram ed June 10,1930

UNITED STATE PATENT OFFICE ARCHIBALID Gr. SHAVER, OF CHICAGO, ILLI IINOIS, ASSIGNOR TO THE REGAN SAFETY DEVICES COMPANY, INC., 01? NEW YORK, N. Y.," A CORPORATION OF NEW YORK SWITCH-CONTROL APPARATUS Application med Jul 19,

This invention relates to train operated switches. It is the object of this invention to provide roadside andtrain carried apparatus for the operation of siding, switches and the like.

Another object of the-invention is to provide such devices with manually controllable apparatus so that the trainman may open =or close the switches as desired.

Another object of the invention isto provide for the operation of such devices in such a manner that they become inoperative when the train exceeds a certain maximum speed.

The above objects are accomplished by providing a switch operating mechanism which is controlled by roadside devices. The roadsiddd'evices are so designed that they may causethe operation of the mech-- anism either to open or to close the switch.

:-The switch operating mechanism is usually electricallydperated and its energy is usu ally furnished by a battery. In the system illustrated in the present application the roadside devices control the connectionbetween the battery and the switch operating mechanism in such a manner that the battery may be applied to the mechanism in either of two reverse directions. 1

These roadside controlling devices in their turn are controlled by traincarried devices. The train carried devices may be operated so as'to bring about the opening of the switch or the closing of the switch.

to close the switch and the 'devices on the caboose are intended to open the switch,

it will be apparent that these devices may operate in any desired manner.

In the drawingsi 1926. Serial m. 123,330.

Figure -1 is a'diagrammatic showing of the roadside devices; and

Figure 2 is'a diagrammatic showing of. the train carried devices.

The train carried apparatus shown in Figure 2 of the drawings is duplicated on the train. One installation is on the tender and the duplicate installation is on the caboose or last car of the train. The first installation is manipulated when the train approaches a siding and it is desired toshift the switch-to its reverse position so as to permit the train to. enter the siding. The

projected downwardy so that the shoe S may contact with the ramp R. This is accom plished by the operation of the valve V which permits the compressed air of the air brake. system to enter the chamber C and slidably move the shoe stem 1 against the action of a spring (not shown).. The air pipe P between the valve and the cylinder is provided with the whistle W, which will blow until the valve V is again placed in its normal position. The whistle then serves as a vent for the compressed air in the cylinder Q and the spring will then retract the stem and shoe to their normal position. I

When the movable stem 1 is in its, projected position the contact knives 4 and 13, which are rigidly mounted on the stem 1, are brought into bridging position with the engineman may cause the shoe stem 1 to be i contacts 3 and 5 and 12 and 14 respectively.'

With the pole changer PC in theposition shown and with the movable stem 1 in its extended position, the positive side' of the battery B is connected to ground through the pole changer PC, conductors 2, 3, 4, 5, 6, ,speed controlled contact 8' and 16 to ground. The negative side of the battery Bis connected to the shoe S through pole' changer PC, conductors 17, 11, 12, 13, 14,

and the shoe S. Under these conditions,

enter the siding, he opens valve V in the air pressure line P which causes the projection of the shoe S to such a position that as the train passes the ramp R the shoe will come in contact with the ramp R. The circuit above traced connecting the negative .side of the battery B and the shoe S then proceeds through the ramp R, line 30, electromag-' net 22, winding 31of the rotatable element 20, wire 32, contact 33, wire'34, back to the track where it is completed through/G, 16,

speed controlled contact 8, and elements 6, 5, 4, 3, 2, PCzand back to the positive side of the batteryl The elements 20 to 31 inclusive constitute a diagrammatic showing of the indicator. selector described in Patent 'No. 1,527,465. The elements 20 and 24 are integrally connected as shown by the dotted line 85. The element 20 is disposed between the poles of the permanent magnet 21. The elements 20 and 24 are held normally in the position shown by the engagement of the lug on armature 23 with a cooperating notch in the periphery of 24.

' When due to the circuit traced above the electromagnet 22 is energized, the lug on the armature 23 is withdrawn from the notch in 24 and the elements 20, 24 are free to move. The direction of rotation of 20, 24 will depend uponthe direction of flow of current in winding 31 and the spatial relation between the winding and the poles of the magnet 21. Let us assume that the energization "of the winding 31 by a current from left to right will cause the rotation of 20 in the clockwise direction and a current in 31 from right to left will cause the rotation of 20 in the counter clockwise direction. Under the conditions therefore existing at this point in the operation of the system, with the positive side of the battery connected to ground the elements 20, 24 will rotate in the counter clockwise direction. The contact elements 27 28, 29 rotate with 20 and will therefore assume the dotted line position indicated by 0.

' The. closing of contacts 28, 29 to the 0 position will close the following circuit: positive side of battery B1, conductors 50,

28, 55, 52, switch operating mechanism SM;

"51, 54, 29 and 53 back to the battery. This will energize the switch operating mechanism and it will operate to movevthe railroad switch SR from its normal to its re- I verse position: v

The operation of the switch operating .mechanism is such that in the first step the lock bolt 71 is withdrawn from the lock rod 70. 5 ThlS releases the spring contact 41 and permits it to come in contact with the fixed contact 81. The following circuit is thereby established: positive side 'of battery B1, wire 40,. contacts 81, 41, 42,

conductor 43, contact 27 in its a position, 7

wire 44, Winding 26 of the electromagnetic.

clutch mechanism, and Wire 45 back to negative side of battery. The electromagnetic clutch is thereby polarized and serves to hold the armature stop 25 in its dotted a position and thereby the contacts 27 28, and i 29 will beretained in their 0 erative position. This makes it possible or the switch operating mechanism. SM to complete its operation of the railroad switch SR, after the shoe S has passed the ramp R. The ramp R is long enoughso'that the energization of winding 31 is long enough to permit the operation to'proceedto the point where the contacts 27, 28, and 29 assume their 0'.

SM has completed the shifting ofthe railroad switch, the lock bolt 71 will against enter an aperturein the lock rod 70 and thereby lock the railroad switch against possible displacement. At the end of this operation the contacts 41, 81 will again be disengaged; the circuit just traced for the winding 26 will be brokenand the stop 25 will be. free to move and together with the element 20 will rotate "back to its normal position as indicatedin the drawing.

83 indicates a semaphore signal whose operation is controlled ,in a well known manner by meanspf a block signaling circuit, part of which1only is indicated in the drawings in the partial circuit 62, 63, 46, 64,

\ '10s When the switch operating mechamsmcontrol relay CR and 65. The control relay controls the operation of the semaphore signal 83. In the systemshown herein the block signaling system is made to cooperate with the swich operatin'g'system in that a switch SB is inserted in the block signaling circuit, which switch-is operable by the shifting of the railroad switch. When 'the latter has reached its. reverse position the switch SB is opened, and the semaphore 83 is operated to indicate to the engineman that the switch has been shifted and that the train may proceed to the siding.

When the train enters the section X, the consequent d'eenergization of TX is accompanied by the opening of contacts 12 and 33 and their respective circuits, with the consequent return of contacts 27, 28, 29 to normal.

This serves to prevent the shifting of the railroad switch under the train.

On the left side of the siding is provided a ramp R which corresponds to the ramp R. The closing of the railroad switch is effected by the operation of devices shown in Figure 2 that are carried by the tender and are under the control of the engineman.

' The caboose or the last car of the train carries a similar device and its shoe is disposed on the left side of the train.. This device on the caboose is intended to cooperate with the same wayside system by means of the ramp R and is intended to eifect the opening of the switch or to return it back to its normal position. The devices on the caboose arein the same position as shown in Figure 2. V The train conductor operates the valve V after the last carlo'f the train has entered the siding and the. shoe S which is.

connected to the negative side of the battery B is brought in contact with the ramp R. Thecircuit is now completed from the ramp BVthrough 60,. contact 33, wire 32, winding 31, magnet 22; wire-61, back to the siding and throu hFthe"v remainder of the train carried circuit. Itw ill be'sen that in this circuit the connection ,o'jfthelbattery B with relation to 31 is in therevrse direction as compared with the circuit as traced-during the operation of the switch mechanism to close the .switch. I The element 20 will therefore now rotate in the clockwise direction and "the stop 25 will abut against the clutch element- 84; and the contacts 27,528-

and 29 will" assume the dotted at positions.

The switch 0 erating 'mechanism will now -be connected in the following circuitzbattery B1, wires 50, contact 28,"wire 51, SM,

' 52, 29 and 53 back to the battery. The battery B1 will now be connected in the reverse direction as compared with the connection that takes place when the switch is being closed. The switch operating mechanism will therefore operate in the reverse direction and the. switchwill be opened or be returned to normal. The function of the contacts 81and 41 controlled by the opera tion of the lock bolts and 71 remains the same as in the other operations.

While I have shown a shoe and ramp arrangement of transmitting energy from the train carried'devices to the wayside devices,- I do not wish to be limited to this manner of operating. Any one of a number of I other means known in the art may be utilized in place ofthe 0e and ramp arrangement, such as inductive devices, magnetic devices and others.

The elements 20 to 31 constitute 'a dia-' grammatic showing of an indication selector.

fully described in Patent No. 1,527,465. However I donot wish to be limited to this specific form of a controlling device for controlling the operation of the switch.

A light L is inserted 'n the'train carried circuit between the grounded side of the speed responsive device and one side of the battery in such'a manner that its circuit is asfollows: battery, pole changer, wire 17, lampvL, switch controlled contact 8, wire 6,

5, 4, 3, 2, pole changer and back to battery.-

The operation of this lamp will therefore be controlled by thespeed controlled device and will serve as an indication to the train man whether or not he is exceeding the speed limit under which the switch operating system is supposed to operate.

While I prefer to operate this system with a speed controlled device and prevent its operation when a certain maximum speed is exceeded, the system may also be operated without such a speed controlled device by inserting the ground connection at'a point I transfer of energy from train carried devices ,to roadsidedevices; that. by the momentary transfer the operation of the roadside devices is initiated and that the operation proceeds-and is completed without the aid of thetrain carried devices and that the switch cannot be'moved from its normal position to its reverse position unless the train is moving at a speed below a predetermined maximum.

I, however, do not wish to be limited to the system and devices disclosed herein, for many changes and modifications may be made without departing from the spirit of the invention defined in the following claims;

VVhatIclaim is: f I i 1. A railroad switch operating syste comprising a switch operating mechanism, a source of energy for energizing the mech-:

anism, adevice controlling the application of the source to the mechanism, and speedmeans and wayside means cooperating with I responsive train carried means for control-' ling the operation of the device.

2. A railroad switch operating system comprising a switch operating mechamsm operable to open orvclose the switch, a selective device controlling the direction of operation of the mechanism, and speed re-' sponsive train carried means for controlling the operation of the device;

3. A railroad switch operating; system comprising speed responsive train carried said first means to operate the switch.

a. A railroad switch operating system comprising speed responsive train carried means, wayside means adapted to cooperate with saidfirst means to operate the switch, and manual means for controlling the operation of the system.

5. A railroad switch operating system comprising speed responsive train carried means, wayside means adaptedto-cooperate with said first means to operate the switch and manually controlled means associated with said first means for controlling the operation of the .system.- F

v f 6. A railroad switch operatingv system comprising speed responsive train carried means, wayside means adapted to cooperate with said-first means to operate the switch and manually. controlled means associated with said first means for making said first means effective or ineffective as desired.

- means in" either one of two ways-and means for maintaining said wayside means in its operative position.

,9. A railroad switch operating system comprisingj'a switch operating mechanism for openingand closing the switch, means for controlling thedirection of, operation of the mechanism, manually controllable train v carried means for selectively operating said direction controlling means, means for main- --taining said last named-controlling means in oneof. its operative positions.

10. A railroad switch operating system comprising a switch operating mechanism for opening and closing' the switch, means for controlling the direction of operation of the mechanism, means for maintaining said last named controlling means in one of its operative positions, and means controlled by gizing the last named means. l

11. A railroad switch operatin system comprisin an electro responsive evice on the waysi e, means partly disposed on the wayside and partly carried by the-train for selectively energizing said device, and means whereby the energization of said device ini one direction will effect the opening of the switch andthe energization of said device in the opposite direction will effect the closing of the switch.

12. A railroad switch operating system comprising a switch operating mechanism for opening and closing the switch, a rotata ble element capable of rotation in two directions, means partly disposed on the wayside and partly carried by the train for selectively operating said element, and means whereby the rotation of said element in one direction will influence the switch operating mechanism to open the switch and the rota- I tion of the device of the element in the opposite direction will influence the switch operating mechanism to close the switch.

' 13. The combination of a railroad switch operatingmechanism and means for controlling the operation of said mechanism comprising a polarized electro-responsive device capable ofrotation in two directions whereby energy may be applied to said mecha nlsm for operating it in either of two directions, clutchmeans for holding said polarized device in one of its operative positions and means whereby the clutch device is maintained in its inoperative position at the the switch operating mechanism for deenerbeginning of the operation of the mechanlsm. p

14. The combination of a railroad switch operating mechanism for-opening and clos ing ajrailroad switch, a movable 'electro responsive element capable of assuming one inoperative position and two operative positions, means whereby the mechanism will I operate toopen the switch when said electroresponsive device is in one of its operative positions and whereby the mechanism willoperate to close the switch when said device is in'th'e other of, its operative positions, means whereby the said electro-responsive device is normally maintained in its inopera lie tive position, clutch means whereby the said device is maintained in one of its operative positions during the operationof the mechanism, and means whereby the clutch means is maintained inoperative at the beginning and at the end of'the operation of said mechanism.

15. The combination of a railroad switch operating mechanism and means for con-- trolling the operation of said mechanism comprising a polarized electro-responsive device capable of rotation in two directions whereby energy may be applied to said 1 mechanismfor operating it in either of two directions, clutch means for holding; the

polarized device in one of its operative posi-' tions, and means whereby the clutch device 1s malntalned in its inoperat ve positlon at the end of the operation of the mechanism.

A16. The combination of a railroad switch operating mechanism and means for con-- trolling the operation of said mechanism comprising a polarized electro-responsi've device capable of rotation in two directions whereby energy may be applied to said the beginning and at the end of the operation of the mechanism.

17. The combination of a railroad switch operating mechanism, and means for controlling the operation of said mechanism comprising a polarized electro-responsivedevice capable of rotation in two directions whereby energy may be applied to said mechanism for operating it in either of two directions, an electro-responsive' clutch device for holding said polarized device in one of its operative positions, a circuit for said clutch device and a switch in said circuit controlled byth switch operating mechalllSIIl.

18. The combination of a railroad switch operating mechanism and means for con.- trolling the operation of said mechanism comprising a polarized electro-responsive device capable'of rotation in two directions whereby energy may be applied to said mechanism for operating it ineither of two directions, an electro-responsive clutch devic for holding said polarized device in one of its operative positions, a circuit for said clutch device and a switch in said circuit and means whereby said switch is controlled by the operation of the switch operating mechanism.

19. The combination of a railroad switch operating mechanism and means for con-' trolling the operation of said mechanism comprising a polarized electro-responsive devicecapable of rotation in two directions whereby energy may be applied to said mechanism for operating it in either of two directions, an electro-responsive clutch device for holding said polarized device in one of itsoperative positions, a circuit for said clutch device and'a' switch in said circuit,

said switch being normally open and means v whereby the switch is closed after the beginning of the operation of the switch operating mechanism.

20, The combmation of a railroad switch operating mechanism and means for controlling the operation of said mechanism comprising apolarized electro-responsive ing the switc device capable of rotation in two directions whereby'energy may be applied to said mech- 'anism for operating it in either of two directions, an electro-responsive clutch .device for holding said polarized device in one of its operative positions, a circuit for said clutch device and a switch in said circuit, said switch being normally open and means whereby said switch, is closed after the beginning of the-operation of the switch operating mechanism and opened immediately before the termination of the operation of the switch operating mechanism.

21. In a railroad switch operating system, the combination of a switch operating mechanism, roadside devices for maintaining said mechanism energized throughout a shifting movement of the switch and speed controlled train carried devices cooperating with said roadside devices for initiating the operation of the mechanism.

22. A railroad switch operating mechanism of the type having a lock bolt for lock- 1 in its 7 normal and in its reverse. positions,-in combination with a source of energy, train controlled means for applying the source of energy to said mechanism in either one of two ways,'. and means controlled by the locking movement of the lock bolt for disconnecting the source of energy. 23. A' railroad switch operating mechanism of the type having a lock bolt for looking the switch in combination with a source of energy, electro-responsive means for applying the source of energy to the mecha nism, an electrosresponsive clutch device for holding said energy applied to the mechanism, and a switch in circuit with said clutch device operable by the operation of said lock bolt.

24. A railroad switch operating mecha nism of the type having a lock bolt for locking the switch in combination'with a source of energy, elect-ro-responsive means for applying the source ofenergy to the mechanism, an electro-responsive clutch device for holding said energy applied to the mechanism, and a switch in circuit with said clutch device operable to closed position by the unlocking movement of the lock bolt.

[25. A railroad switch operating mechamecholt for v for applying the source of energy to the mechanism, train carried means for initially energizing said electro-responsive means, an electro-responsive clutch device for holding said energyapplied to the mechanism, and a switch in circuit with said clutch device operable by the. operation of said lock boltj I 27. A railroad switch operating mechanism of the type having a lock bolt for locking the switch in combination with a I source of energy, electro-responsive means for applying the source of energy to the mechanism, train carried means for initiallyenergizing said electro-responsive means,

an electro-responsive clutch device for holding said energy applied to the mechanism, and a switch in circuit with said clutch .device operable to closed position by the unlocking movement of the lock bolt. 1

28. A railroad switch operating mechanism of thetype having a lock bolt for locln'ng the switch in combination with a .source of energy, electro-responsive means for applying the source of energy to the mechanism, train carried means for initially energizing said electro responsive means, an electro-responsive clutch device for hold-, 7 ing saidenergy applied to the mechanism, so and a switch in circuit with said-clutch de vice operable to open position by the looking movement of the lock bolt. p

29. A railroad switchpperating system comprising a switch operating mechanism, roadside devices'controlling the operation ,of said mechanism to open and to close the switch, speed controlled train carried means cooperating with the roadside devices to close the switch and train carried means 40 adapted to cooperate with the roadsidedevices to open the switch. 1

30. The combination. of a railroad track, a siding, a switch, a ramp adjacent the track, a polarized elec'tro-responsive device, a circuit including said ramp, said track Y and said electro-responsive device, the ramp being connected to one side of the electroresponsive device, a ramp adjacent the siding, and another circuit including the sec- IJ ond ramp, the siding and the electro-responsive device,.the second named ramp being connected to the other side of said ele tro-responsive device.

31. The combination recited in claim 80 and means carried by a forward car on a I train adapted to impress an electro-motive force on the first circuit, and means carried by a rear car on a train adapted to impress an electro-motive force on the second circuit.

'50 Signed at'New York city in the county 25th day of June, A. D. 1926.,

' ARCHIBALD c. SHAVER;

of New York and State of New York this I 

